Compensating governor controlled throttle



Feb. 27, 1945. F. D. BIDDLE COMPENSATING GOVERNOR CONTROLLED THROTTLE Filed July 3o, 1942 K SES d N5 rw 0o M. N A a m F 0 m M J D ...n ar .mbkk .www C Patented Feb. 27, 1945 UNITED STATES PATENT l oFFlcE Pierce Governor Company, Anderson, Ind., a

corporation Application July 30, 1942, Serial No. 452,883

8 Claims.

This invention relates to centrifugal governing of engines utilizing a combustible mixture either as a gasoline, or gas engine, or las a Diesel engine.

In the former engine the governing element is usually a buttery valve. and in the latter engine it isa plunger, or rack. For illustration purposes, same herein is shown as of the former type.

In governing of the aforesaid character the control structure is directly responsive to engine speed, vand in the type illustrated, static and velocity pressures on governing valves vary, so that the torque exerted thereon by fuel mixture ow through the enginen intake Varies for different speeds and loads, etc.

The chief object of this invention is to offset this uneven torque pressure on the governing throttle valve, so that the latter is truly directly and proportionally responsive to the centrifugal control imposed on said valve.

The result is that extremely close governor regulation between no load and full load is possible, because the torque reactions on said valve between these loads is properly compensated for.

The chief feature of this invention resides on the ,inclusion of governor valve torque pressure compensator in the form of a cam and follower structure that is arranged to impose a for-ce on said valve at any position thereof substantially equal and opposite to the fuel mixture flow torque imposed thereon, with the result that there is in effect a negligible pressure result, ora pressure that is substantially constant for the .full range of throttle valve travel.

Other objects and features of this invention will be set forth more fully hereinafter.

The full nature of the invention will be understood from the accompanying drawing and thev following specifications and claims.

In the drawing,

Fig. 1 is a diagrammatic central sectional view of a conventional centrifugally operable device, a side elevation of a governor throttle body, the power connection therebetween and a side elevation of one form of compensating structure, parts being shown in the wide open throttle position, dotted lines indicating the fully closed throttle position. I

Fig. 1A is an end view of 'Figure 1 showing the driving connection to the engine driven gear.

Fig. 2 is an end elevation of the throttle body with governor connection and compensating structure attached.

Fig. 3 is a valve positiontorque-pressure curve for which compensation is provided.

Fig. 4 is an end elevation of a portion of slightly vmodified form of the invention.

In Fig. l of the drawing, I0 indicates a housing of a centrfugally operable structure secured to a portion of the engine by -bolts I I and having a lateral opening by which a gear I 2, keyed at I3 to the centrifugal shaft I4, can engage and mesh with an engine, or `engine driven gear,.so that shaft I4 is rotatable at, or proportional to engine speed.

Shaft I4 is rotatably supported in anti-friction bearings I5 and I5, the latter being mounted in the housing extension Illa. Longitudinally slidable on, but rotatable with shaft I4, is sleeve Il. Rigid with shaft I4 is base I8, to which is pivoted at I9 the centrifugal force responsive weights 20, having tail or nger portions 2| positioned adjacent one end of sleeve I'I. 4 At a predetermined engine speed, determinable by the load spring adjustment 'and spring selected, these weights, due to centrifugal force, tend to move outwardly and upon doing so, their tail portions slide sleeve I'I upon shaft III.- Herein sleeve I1 is illustrated as mountingv an anti-friction bearing member 22 at the end opposite the tail engageable portion.

A yoke lever pivoted at 23 has spaced portions 24 engageable by bearing 22. Thus the lever 25 is tiltable by weight movement responsive to centrifugal force. A load spring 26 bears at' 21 upon lever 25, being retained thereon by stem guide 28. Housing I@ is threadedly apertured at 29 and an externally threaded socket type cap, having socket 30 and knurled head 32, seats the other end of said spring, and may be manually rotated, respectively, for adjusting the initial force of such load spring. Lock nut 3I holds the adjustment.

This spring normally opposes centrifugal movement of the weights rat all times. When the.cen' trifugal force is sufficiently great, the weights move, as described', and hence tilt lever 25. This is the control lever and is usually connected to the governing member, such as a butterfly valve 40 in a passage 33 through a throttle body 38 in the engine intake system.

All of the aforesaid describes a conventional centrifugal governor, and in the present invention 4the same is not disturbed, butA the effect of other for-ces, as initially described herein, are of such character that this theoreticalr operation is modifled to that extent. The present invention automatically compensates for such forces, so that the actual governing operation is substantially vthe theoretical operation.

Herein, see Fig. l, lever outside of the governor housing and rigid withr shaft 23, supports .a pin type end 33 of a rod 34, which may be adjustable length type. At' its opposite end', this rod is pivotally connected at 35 to a lever arm 36, rigid with an exposed end of throttle shaft 31, pivoted in throttle body 38 interposed in the engine intake system downstream of the carburetor and usually between the carburetor and engine manifold connecting flanges, see Fig. 1.

Herein shaft 31 projects through the body and on its other exposed end mounts another arm 4| pinned thereto as at 42. 'Ihis shaft may be mounted in anti-friction bearings (not shown) and, for bearing insertion and mounting purposes, detachable cap 43 is provided, as shown.

The free end of arm 4| mounts on pivot 44, the roller or follower 45. An anti-friction race may be interposed between pivot 44 and roller 45 wherever desired or required and same can be of the character illustrated in Fig. 9 of Hufford Patent No. 2,287,036.

The aforesaid several anti-friction bearings broadly are so conventional to standard governor practice that the same `are not illustrated in detail.- v

Pivotally supported at 46 on the throttle body, and adjacent arm 4|, is member 41. The roller and member 41 lie in a common plane and the face of member 41 confronting roller 45 is the cam face. It includes the reentrant portion 48, hump 49, and reentrant portion 50, these corresponding to certain range positions of the throttle valve 40, to-wit mostly closed, about half open and mostly open ranges respectively.

A spring of light tension character, but of sufficient strength for the purpose desired, has one end secured at pin 52 to member 41 and the other end herein is shown secured at pin 53 to the arm 4|. Either one of these anchorages may be of adjustable character for accurately adjusting this spring force and in a manner similar to anchorage |53 in Fig. 4 for the corresponding spring 5| in Fi'g. 1.

In Fig. 4, a modified form of the invention is illustrated. In said gure, like or similar parts bear numerals of the one hundred series, similar to primary numeral designating such parts on Fig. 1. This modification may be briefly dismissed with this observation: the spring 5|, anchored to pivoted cam member |41 at |52, has its opposite end adjustably anchored to the throttle body |38 at |53. substantially identical to that of the form illustrated in Figs. l and 2.

For a complete understanding of this invention reference must again be had to the cam and its correlation to the chart, see Fig. 3.

This chart is derived by actually testing the engine'to which the invention is to be applied. By this, in mass production, is meant testing any representative engine. The last mentioned spring anchorage adjustment will be capable of adjusting any one of the same inventions to any particular engine.

The curve represents the pressure in inch pounds of torque imposed upon said valve shaft incident to fuel flow through the intake for different positions of said valve. The valve 40, it is to .be noted, is centrally mounted, so that at closed throttle and wide open throttle, these forces on the valve are balanced and absent, or

negligible respectively. Having obtained this,

curve, the cam is laid out so that proper compensating force is applied thereto with the result vthat over the entire range, from one extreme position to the other of the valve, the actual eifect of such'generated forces is negligible, or-

Cancelled Out.

Operation of this form is A It is here pointed out that the adjustable anchorage of the compensating spring in effect when changed merely is the equivalent of bodily raising and lowering the curve, or rather the increasing or decreasing, of the maximum compensating force, the modifications thereof occurring as before.

This compensating device is exceptionally simple in character and when applied to a conventional type centrifugal governor results in extremely close and accurate governor regulation,

r or in other words, the throttle valve has a tendency to bloW open at all speeds and all loads when so compensated.

While the invention has been illustrated and described in great detail in the drawing and foregoing description, the same is to be considered as illustrative and not restrictive in character.

The several modifications described herein, as well as others, which will readily suggest themselves to persons skilled in this art, all are considered to be within the broad scope of this invention, reference being had to the appended claims.

The invention claimed is:

l. An' engine governing mechanism having a fuel controlling member subject to a variable torque incident to variable fuel supply to the engine and a centrifugally operable structure, including a member movable responsive to engine speed, and a direct connection between said members for operating the former member by the latter for varying the fuel supply, including in combination means for compensating for the variable torque on the fuel controlling member.

2. An engine governing mechanism having a fuel controlling member subject to a variable torque incident to variable fuel supply to the engine and a centrifuga-ily operable structure, including a member movable responsive to engine speed, and a direct connection between said members for operating the former member by the latter for varying the fuel supply, including in combination means for compensating for the variable torque on the fuel controlling member, said meansincluding a spring and a cam and follower structure associated therewith for ,apply-l ing a cam determinable portion of the spring force as the torque compensating force, the cam face conforming generally to the valve positionpressure torque curve of the engine.

3. An engine governing mechanism having a fuel controlling member subject to variable torque incident to fuel supply to the engine, a centrifugally operable structure having amember movable responsive to engine speed, and a direct connection between said members for operating the former member by the centrifugally controlled member, `said direct connection including means for substantially compensatingfor the aforesaid variable torque on said fuel controlling member, the centrifugally operable governor including a main loao. spring normally opposing any structure member movement responsive to centrifugal force until that force attains a predetermined amount and thereafter proportionally opposing said member movement.

4. An engine governing mechanism having a fuel controlling member subject to variable torque incident to fuel supply to the engine, a centrifugally operable structure having a member movable responsive to engine speed, and a direct connection between said members for operating the former member by the centrifugally controlled member, said direct connection including means for substantially compensating for the aforesaid variable torque on said fuel controlling member, said means including a spring and a cam and follower structure associated therewith,-

for applying a cam determinable portion of the spring force as the torque compensating force, the cam face conforming generally to the valve position-pressure torque curve of the engine, the centrifugally operable governor including a main load spring normally opposing any structure member movement responsive to centrifugal force until that force attains a predetermined amount and thereafter proportionally opposing said member movement.-

5. Centrifugal governing apparatus for an engine, including a fuel controlling member movable responsive to engine speed in accordance with centrifugal force proportional thereto, and a compensating means connected to said member and arranged for compensating for inherent variable torque imposed upon said member incident to fuel supply to the engine, including a cam member, a follower member and a spring member, one of said cam and follower members being rigid with the fuel controlling member and movable therewith, the spring member being cony nected at one end to the other of said members and having its other end relatively stationarily mounted, the said other memberbeing pivotally mounted.

ized by the spring member being of tension type,

and the cam member being the pivotally mounted member, the spring member being relatively 20 stationarily mounted on the controlling member. 

